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Patrick Vanhonacker
Dynamic Engineering NV
Ambachtenkian 2I
B - 3001 Hwcrlec. Belgium
1. INTRODUCTION
2. FINITE ELEMENT MODELING
This paper reports on a dynamic study of a steel
The bridge structuvzs have been modeled using
railway b*-idge. The bridge is about SO years old. The
spatial beam elements. Ewxy node has six degl-ees of
steel quality and steel composition used are unknown.
freedom. Every element is characterized by :
lt consists of an isostatic b*-idge pa*-t and a cantilever-
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l a modulus of elasticity; movable on the railway tracks. A load cell was
l a specitic mass; mounted on the impact masses. Frequency response
. three sections : Ax, Ay, AZ; functions were determined in 9 or 10 points for each
l three inertia terms : Ix, ly, 12. section and the first resonance frequencies and
corresponding modes were identified.
Table 1
By means of modal testing, the iirst resonance This means that all computed resonance frequencies
fl-equency of the different bridge sections have been are within the measurement tolerances of the
obtained. For the vertical excitation, an impact mass measured resonance frequencies. This was achieved
of 66 kg was dropped from 30 cm high. FOI- the mainly by :
horizontal excitation a pendulum type mass of 120 kg
was used. The pendulum was fxed to a crane,
l a reduction of the mass of the non-modeled wack in tables 3.a & 3.b. Bridge acceleration levels with the
elements by about 15 %: load repartitioning structul-e on the bridge for a train
l an increase in the mass density of the bridge passing at 80 km/h are lower than those obtained
material by almost 20 %, i.e. to take into account before with the same train passing at 20 km/h.
the masses of the connection plates and members,
bolts, maximum vertical
l a reduction of the modulus of elastici@ from acceleration level
210 GN/m*to ZOO GNJm*. speed before with LRS
[km/h1 [m/s- RMS] [m/s* RMS]
20 0,25 0,05
5. VALIDATION 40 0,lO
60 0,12
The updated models were validated by comparing the
80 0,18
measured maximum stresses with the computed
stresses during the passage of a train locomotive with Table 3.a
known axle loads at low speed (20 km/h). Only ve,y
small differences exist between measured and maximum horizontal
computed stresses (table 2). accderation level
speed before with LRS
[km/h] [m/s2 RMS] [mJs* RMS]
20 0,20 0,03
40 0,07
60 0,lO
80 0,15
Table 2. 8. CONCLUSION
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